Shock absorber



June 19, 1934. FARKAs 1,963,654

SHOCK ABSORBER Filed April 8, 1932 A TTORNE Y.

Patented June 19, 1934 I I UNITED STATES PATENT OFFICE SHOCK ABSORBER Eugene J. Farkas, Detroit, Mich., assignor to Ford Motor Company, Dearborn, Mich, a corporation of Delaware Application April 8, 1932, Serial No. 604,021

8 Claims. (01. 188130) The object of my invention is to provide a shock lubricated often to prevent wear which would absorber of simple, durable and inexpensive concause the parts to rattle. In my device, I provide struction. an annular ring of rubber placed under compres- A further object of my invention is to provide sion between each end of the link and the adjaa friction type of shock absorber which will simucent shock absorber arm or axle, which device is 60 late the well known rotary vane type hydraulic so constructed that the rubber thereof will flex shock absorber, both in appearance and in'functorsionally when the shock absorber oscillates tion, and which may be connected to an automoand Which will compensate forside sway by combile ha i i a 1ik manner, pression and tension in the annular ring. This Heretofore, most friction shock absorbers have rin of rubber being under Compression W in 65 been single acting devices capable of resisting position insuressthat there will be no sliding ace movement in one direction only. There have, tion between the ring and adjacent members so however, been friction type shock absorbers prothat all compe s W be accomplished by duced which resist movement equally in both didistortion in t rubber frections, but all of these, to the applicants With these and other objects in view, my inven- 70 knowledge, are defective in that the resistance oftion Co si s in the a nt, Construction fered to movement in one direction is substanand m ati f th va i us pa ts of y imtially the same as the resistance offered to movep v doVioe, as described in this Specification, ment in the opposite direction. claimed in my claims, and illustrated in the ac- This defect the rotary vane type shock abpa y e dr w in W c I 7 sorbe h erc m by providing a fixed ratio 7 Figure 1 shows a front elevation of the left hand between the resistance offered for movementin front p rtio f a vehicle ass s av y meach' direction so that just the right restriction p ved shock absorber installed thereon. is placed upon impact loads and a larger but pre- Figure 2 shows a horizontal sectional view,

d te mi d i t nce. ofiered against rebound taken through the shock absorber shown in Figresulting from these impact loads. Further, the ure 1 I a device is made adjustable but still this ratio is Fi r 3 Show a Sectional view, taken on the maintained over the full range of adjustment. It 11116 of Figure j is believed that only with hydraulic type shock ab- F u 4 ws a p sp tiv view of the sta- 0 sorbers has it been possible to obtain all of these t nary f i i n and re in n p r ion f. my

desirable features. It is the purpose of this inshock abso b vention to provide a friction type device which Figure 5 shows the method of assembling the will maintain a predetermined ratio of resistance shock absorber link, and to movement in both directions and to provide Figure 6 illustrates the means for compensating 35 an adjustment on this device which will mainfor deflection incurred when the car sways from tain this ratio over its full range. side to side.

A feature of special importance in connection Referring to the drawing and in particular to with this device is that substantially all the parts gu e I have Shown y proved shock abof this shock absorber installation are formed sorber installed between the frame and the front 40 from sheet metal stampings so that an inexpenaxle of avehicle; however, it will be readily under- 9 sive device results. It is apparent that my destood that the device may, in the same manner, vice does not require any of the expensive mabe installed between the frame and the rear axle chine operations invariably associated with hyof the vehiclejand in fact, a complete installadraulic shock absorbers and that failure of the tion of these shock absorbers consists of four 45 device from wear is practically eliminated. units, one installed between each end of each axle A further object of my invention is to provide and the adjacent portion of the vehicle frame. a novel shock absorber link whereby the shock The vehicle frame in this drawing isdesignated absorber is secured to the vehicle axle. It is well by the numeral 10, while theaxle is marked 11. known that the vehicle frame must be permitted A'spring perch 12 is secured on the axle and an 50 to sway through a limited degree relative to the armlS'projects upwardly from this perch to which axle; consequently, the link which connects the the oscillating arm of my shock absorber is shock absorber arm to the axle has heretofore secured.- j I been provided with universal fittings or ball joints Ihave provided a sheet metal U-shaped bracket so that this sway may be compensated for. A dis- 38 whichis riveted to one of the side members of 55 advantage of such ball joints is thatthey must be the frame-10, which is adapted to secure-my shock absorber in position. The shock absorber unit consists of a cup-shaped drum 14, illustrated in Figure 4, this member being formed as a sheet metal stamping having an axial sleeve 15 drawn from the material of the bottom of the cup, which sleeve is axially aligned with the rim of the drum. The web of the drum is secured to the bracket 38 by a pair of bolts 16, one of these bolts having a pin 1'7 projecting from the head thereof, the purpose of which will later be described.

As will be seen from Figure 4, the stationary drum 14 is provided with a slot 18 extending axially through the rim portion thereof and the second slot 19 extends from the bottom of the slot 18 circumferentially halfway around the drum, thus partially separating the rim from the web so as to form a tongue 24 which is permitted a limited radial flexing movement to thereby alter the effective circumferential dimension of the drum. A section of brake lining 20 is riveted around the periphery of the stationary drum 14, as shown in Figure 3 and an oscillating drum 21 is placed over the lining 20. In order that the drum 21 may be held in position, I have provided a snap ring 22 which is resiliently secured in a suitable internal groove formed in the inner edge of the drum 21 which ring bears against the inside edge of the brake lining and prevents the removal of the drum. A sheet metal arm 23 is welded to the rim of the drum 21 and extends radially therefrom so that oscillation of the arm 23 oscillates the drum 21 around the stationary lining 20.

Now in order that the desired friction may be provided between the lining 20 and the drum 21, I have provided what is believed to be a unique adjusting device consisting of means for adjustably resiliently urging the free end of the tongue 24 outwardly against the brake drum 21. It will be noted from Figure 3, that the particular rivet used to secure the brake lining to the free end of the tongue 24 is provided with an enlarged head 25 which serves as a pilot for a compression spring 26, this spring extending inwardly toward the axis of the drum. The inner end of this spring is anchored on a sheet metal spring seat 27, this seat being pivotally secured to the web of the drum 14 by the pin 17. The spring 26 may thereby be flexed by oscillating the spring seat 2'7 around the pin 17.

In order to vary the pressure of the spring 26 on the tongue 24, I have provided an adjusting cam comprising a sleeve-like member 28 which is rotatably mounted on the outer end of the sleeve 15 and which extends through a suitable axle opening in the drum 21. The protruding end of the sleeve 28 is provided with a slot 29 therein whereby the sleeve 28 may be rotated with a screw driver or the like. It will be noted that the inner end of the sleeve 28 extends to a central position in the shock absorber and that a cam 30 is formed integrally with this end of the sleeve, the whole being formed as a sheet metal stamping. The periphery of the cam 30 is provided with a plurality of notches 31 and the adjacent side of the 1 spring seat 27 is provided with a detent 32 which is resiliently urged by the spring 26 into the notches 31.

From the foregoing it will be seen that when the device is in the position shown by Figure 3, the inner end of the spring 26 is positioned relatively close to the axis of the shock absorber and that by rotating the cam 30 in a clockwise direction, the spring may be compressed to exert a relatively heavy pressure against the free end of the tongue 24. Of course, the provision of notches in the cam 30 makes it unnecessary to provide any other locking means to hold the cam in any one of its numerous positions.

The effect of the spring 26 is to force the free end of the tongue 24 and adjacent portion of the brake lining outwardly against the drum 21 to thereby frictionally resist rotation of this drum. When the arm 23 is rotated in the direction shown by the arrow 40, a comparatively small resistance is offered to the movement thereof, but when the arm is moved in the direction oppositely to this arrow then this movement is resisted by a much heavier force. The ratio of the resistance produced by these two movements may be fixed at the desired amount by lengthening or decreasing the length of the slot 19, the greater the length of the slot the greater'the difference in frictional resistance offered to movement in each direction. This device is similar to what is known as an energized brake wherein the drag produced by the drums helps to force the lining into more intimate contact therewith.

The purpose of the adjusting cam 30 is to compensate for both wear on the brake lining and for variations of the coefiicient of friction of the lining, due to the condition of its surface and the operating temperature of the lining. Adjustment of the cam does not alter the ratio of the resistance to movement in the two directions of the arm 23 inasmuch as this ratio is fixed by the length of the slot 19 and when once established cannot be altered by the adjustment. Thus, a shock absorb-er is provided which will offer the desired resistance to compression of the vehicle spring and at the same time will oiier a predetermined increased resistance to the rebounding thereof and which two shock absorber actions may be readily altered by a single adjustment.

The mounting which I have provided for securing the outer end of the arm 23 to the axle 11 is believed to be of novel construction. A relatively short sleeve 33 is drawn from the material of the free end of the arm 23 and a pin 34 isbutt welded thereto, the welded end of this pin being drilled to maintain the same cross section for the pin as for the sleeve 33. The spring perch arm 13 is provided with a screw 35 in its top end and a link 36 having an eye at each end thereof extends between the screw 35 and pin 34. The eyes of this link are materially larger than either the pin or screw so that an annular ring of rubber 37 may be inserted therebetween. The method whereby the rubber ring 3'7 is installed in position is somewhat unique in that the rubber ring is vulcanized with a bore considerably smaller than the diameter of the pin or screw and having its exterior proportioned. so as to just fit in an eye of the link. The ring is inserted in the eye of the link and is then pressed over the pin with sufficient pressure to compress the rubber thereby placing the rubber ring under compression. A nut is then screwed down over the outer face of the rubber ring to keep the device in position. Sufficient surface friction is developed between the ring and the pin and eye so that oscillation of the link around the pin through a considerable degree is resisted solely by distortion of the rub ber there being no sliding action between the rubber and the pin over the normal movement. Further, when the car sways sideways the rubber rings are distorted, as shown by dotted lines 39 in Figure 6, but upon returnof the vehicle the rings resume their normal shape.

It will be readily seen that with this installation no lubrication'of any description is required for the shock absorbers or connections thereto. This one feature makes this device superior .from a service standpoint to hydraulic and most types of friction shock absorbers which require replenishing the fluid therein or the lubrication of the joints in the operating mechanism thereof.

The most important advantage obtained with this device from a commercial standpoint is that substantially all the parts thereof are formed as relatively inexpensive sheet metal stampings which need not be held to close limits so that a very inexpensive product is assured.

Some changes may be made in the arrangement, construction and combination of the various parts of my improved device without departing from the spirit of my invention and it is my intention to cover by my claims such changes as may reasonably be included within the scope thereof.

I claim as my invention:

1. A vehicle shock absorber comprising a pair of cylindrical drums arranged so that one encircles the other, one of said drums being secured to the vehicle frame and the other to the vehicle axle whereby relative movement therebetween causes relative oscillation of said drums; the periphery of the inner of said drums being slotted therethrough so as to be readily circumferentially expansible, a friction lining disposed between said drums, an adjusting cam axially disposed within said drums, and a compression spring disposed between said cam and portion of the inner drum adjacent to said slot, whereby the circumferential expansion of said expansible drum may be adiusted by said cam.

2. A shock absorber comprising a pair of cupshaped cylindrical drums having the open end of one inserted into the open end of the other, a friction lining disposed between the overlapping portions of said drums, one of said drums havinga circumferential slot therein separating substantially half of its rim portion from its web and having one end of said slot continuing axially through the rim portion to form a peripheral tongue thereon, and means for resiliently urging said tongue into contact with said brake lining to thereby vary the resistance offered by said shock absorber.

3. A shock absorber comprising a pair of cupshaped cylindrical drums having the open end of one inserted into the open end of the other so that their rim portions overlap, the inner of said drums having a circumferential slot therein separating substantially half of its rim portion from its web and having one end of said slot continuing axially through the rim portion to thereby form a peripheral tongue thereon, a friction lining disposed around said tongue and remaining portion of said rim, and means for resiliently urging the free end of said tongue outwardly to increase the frictional resistance between said drums.

4. A shock absorber comprising a pair of cupshaped cylindrical drums having the open end of one inserted into the open end of the other so that their rim portions overlap, the inner of said drums having a circumferential slot therein separating substantially half of its rim portion from its web and having one end of said slot continuing axially through the rim portion to thereby form a peripheral tongue thereon, an axially disposed cam rotatably mounted in the enclosure formed by said drums, and a compression spring disposed between said cam and the free end of said tongue whereby adjustment of said cam alters the effective pressure of said spring to thereby alter the friction produced between said drums.

5. A vehicle shock absorber comprising a pair of cup-shaped cylindrical drums having the open end of one inserted into the open end of the other so that their rim portions overlap, means for securing the web portion of the inner of said drums to the vehicle frame, means for connecting the other of said drums to the vehicle axle whereby movement of the axle causes relative rotation between said drums, said inner drum having a circumferential slot therein separating substantially half of its rim portion from its web and having one end of said slot continuing axially through the rim portion to thereby form a pe ripheral tongue thereon, a friction lining secured to said tongue and remaining portion of said inner rim so as to substantially fill the space between said drums, an adjustable cam disposed within the enclosure formed by said drums, and a spring disposed between said cam and the free end of said tongue whereby adjusting said cam will alter the resistance of said shock absorber.

6. A shock absorber comprising a pair of sheet metal cup-shaped cylindrical drums having the open end of one inserted into the open end of the other so that their rim portions overlap, the inner of said drums having a circumferential slot therein separating substantially half of its rim portion from its web and having one end of said slot continuing axially through the rim portion to thereby form a peripheral tongue on said inner drum, a section of brake lining secured around the periphery of said tongue and remaining portion of said inner rim substantially filling the space betweensaid drums, an adjustable cam rotatably mounted in the enclosure formed by said drums having its cam surface notched, a spring seat disposed within said drums adapted to engage said notches, and a spring disposed between said seat and the'free end of said tongue, to thereby resiliently urge said tongue into contact with said outer drum.

7. A shock absorber comprising a pair of cupshaped cylindrical drums having the open end of one inserted into the open end of the other so that their rim portions overlap, a ring of brake lining disposed between said overlapping portions and secured to one of said rims, and a snap ring detachably secured in a suitable groove in the other of said rims adapted to butt up against-the inner edge of said lining and thus prevent the unauthorized separation of said drums.

8. A shock absorber comprising a pair of cupshaped drums having the open end of one inserted into the open end of the other so that their rim portions overlap, a section of brake lining disposed between said overlapping portions and secured to the periphery of said inner drum, and a snap ring detachably secured in a suitable groove in the inner periphery of the outer of said drums, said ring butting against the inner edge of said lining upon the unauthorized attempt to separate said drums.

EUGENE J. FARKAS. 

